CN115210142A - Passive guiding mechanism and aircraft landing system - Google Patents
Passive guiding mechanism and aircraft landing system Download PDFInfo
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- CN115210142A CN115210142A CN202180018810.8A CN202180018810A CN115210142A CN 115210142 A CN115210142 A CN 115210142A CN 202180018810 A CN202180018810 A CN 202180018810A CN 115210142 A CN115210142 A CN 115210142A
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- Prior art keywords
- guide
- guide rail
- aircraft
- guide rails
- rails
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- 239000000725 suspension Substances 0.000 claims description 19
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- 238000012360 testing method Methods 0.000 description 11
- 230000002787 reinforcement Effects 0.000 description 8
- 230000000694 effects Effects 0.000 description 7
- 230000000052 comparative effect Effects 0.000 description 6
- 238000013459 approach Methods 0.000 description 3
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- 239000004925 Acrylic resin Substances 0.000 description 1
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/02—Aircraft not otherwise provided for characterised by special use
- B64C39/024—Aircraft not otherwise provided for characterised by special use of the remote controlled vehicle type, i.e. RPV
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U70/00—Launching, take-off or landing arrangements
- B64U70/90—Launching from or landing on platforms
- B64U70/97—Means for guiding the UAV to a specific location on the platform, e.g. platform structures preventing landing off-centre
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U70/00—Launching, take-off or landing arrangements
- B64U70/70—Launching or landing using catapults, tracks or rails
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U70/00—Launching, take-off or landing arrangements
- B64U70/90—Launching from or landing on platforms
- B64U70/95—Means for guiding the landing UAV towards the platform, e.g. lighting means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/12—Anchoring
Abstract
The invention provides a passive guide mechanism capable of smoothly guiding to a desired position and an aircraft landing system capable of smoothly guiding to a desired position and landing. The pair of guide rails (21 a, 21 b) are arranged side by side with a space therebetween, and are provided so that the space therebetween is expanded toward the respective one tip ends. One guide rail (21 a) is supported at one end or in the vicinity of the end so as to be rotatable about a first axis (23), and the first axis (23) extends in a direction perpendicular to a plane containing the guide rails (21 a, 21 b). The other guide rail (21 b) is supported at one of the front ends or in the vicinity of the front end so as to be rotatable about a second axis (24), and the second axis (24) extends in a direction perpendicular to a plane containing the guide rails (21 a, 21 b).
Description
Technical Field
The invention relates to a passive guiding mechanism and an aircraft landing system.
Background
Currently, an aircraft such as an unmanned aerial vehicle or an unmanned aerial vehicle, which is installed to be capable of flying by remote operation or automatic control, is generally taken off and landed on a plane such as a dedicated landing pad, the ground, the upper surface of a vehicle, or the roof of a building (see, for example, patent document 1 or 2).
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2019-089461
Patent document 2: japanese patent laid-open publication No. 2018-190362
Disclosure of Invention
Technical problem to be solved
However, in general aircraft taking off and landing on a plane as described in patent documents 1 and 2, since it is necessary to reduce thrust of a propeller or the like at the time of landing, it is difficult to cope with disturbance and there is a problem of ground effect, and there are technical problems as follows: control is easily unstable, difficult to quickly guide to a desired location and land.
The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a passive type guide mechanism capable of smoothly guiding an aircraft to a desired position, and an aircraft landing system capable of smoothly guiding the aircraft to a desired position and landing the aircraft.
(II) technical scheme
In order to achieve the above object, a passive guide mechanism according to the present invention includes a pair of guide rails arranged in parallel with a space therebetween and arranged such that the space therebetween is expanded toward respective one of the front ends, one of the guide rails is supported at the one front end or in the vicinity of the front end so as to be rotatable about a first axis extending in a direction perpendicular to a plane including the respective guide rails, and the other of the guide rails is supported at the one front end or in the vicinity of the front end so as to be rotatable about a second axis extending in the direction perpendicular to the plane including the respective guide rails.
In the passive guide mechanism according to the present invention, when the guided object enters between the guide rails from one front end side of each guide rail, if the guided object collides with the inside of one guide rail, the one guide rail rotates outward around the first axis, so that the angle formed by the traveling direction of the guided object and the one guide rail can be reduced. Further, when the guided object collides with the inside of the other guide rail, the other guide rail rotates outward around the second axis, and therefore the angle formed by the traveling direction of the guided object and the other guide rail can be reduced. Thus, even if the object collides with each guide rail, the object does not bounce back to the opposite side of the approach direction, and can easily approach from one tip side of each guide rail to the other tip side. In this way, the passive guide mechanism of the present invention can smoothly guide the guided object to a desired position on the other tip side of each guide rail.
In the passive guide mechanism according to the present invention, the guide rails are arranged so that the distance between the guide rails is extended toward the one front end, and therefore the guided object is easily inserted between the guide rails from the one front end side of the guide rails. The guide rails may be configured in any shape as long as the distance between the guide rails is increased toward the respective one tip end, and for example, the respective one tip end portions may be configured in a smooth curve and the other tip end portions may be formed in a linear shape so as to be parallel to each other. Further, one tip end portion may be linearly formed, or the entire guide rails may be linearly formed. The guide rails may be arranged at intervals in the vertical direction or in the horizontal direction.
The passive guide mechanism according to the present invention may be configured to guide a moving object to a desired position, or may be configured to move itself and guide a stationary object to a desired position. The passive guide mechanism of the present invention can be used, for example, as: a guiding mechanism for landing the aircraft to a desired location; a robot arm or a gripper for taking in and holding an object.
In the passive guide mechanism according to the present invention, it is preferable that the one guide rail and the other guide rail are provided so as to be rotatable in the forward direction and the reverse direction within a range of a predetermined rotation angle about the first axis and the second axis, respectively, from an initial position at which the guide rails are arranged in plane symmetry with respect to the predetermined plane. In this case, the range of movement of the other end of each guide rail can be limited by the range of the rotation angle of the first shaft and the second shaft, and the range in which the guide is performed can be limited to a desired range.
In the passive guide mechanism according to the present invention, it is preferable that the passive guide mechanism is configured to urge each guide rail toward the initial position. In this case, the respective guide rails that have been rotated can be always returned to the initial positions. Therefore, the guided object can be brought closer to the intermediate position of each guide rail at the initial position, and the range of guiding can be narrowed.
The passive guide mechanism according to the present invention may include dampers for absorbing the rotational force of the one rail and the rotational force of the other rail when the one rail rotates from the initial position to the opposite side of the other rail and when the other rail rotates from the initial position to the opposite side of the one rail. In this case, the damper can absorb the impact of the guided object colliding with each guide rail, and damage to each guide rail and the guided object can be prevented. Further, the energy in the collision direction of the guided object is absorbed to suppress the bounce, and the guided object can easily enter from one leading end side of each guide rail toward the other leading end side.
In the passive guide mechanism according to the present invention, it is preferable that the guide rails are connected such that a rotation angle of the one guide rail from the initial position around the first axis is equal to a rotation angle of the other guide rail from the initial position around the second axis. In this case, when the guided object collides with one of the guide rails, the one guide rail rotates outward and the other guide rail rotates inward, so that the guided object colliding with the one guide rail immediately collides with the other guide rail, and the guide rails can rotate to the opposite side. Further, when the guided object collides with the other guide rail, the other guide rail similarly rotates outward, and the one guide rail rotates inward, so that the guided object colliding with the other guide rail immediately collides with the one guide rail, and the guide rails can be rotated to the opposite side. This makes it possible to gradually bring the object to be guided to the intermediate position of each guide rail at the initial position while colliding with each guide rail, thereby narrowing the range of guidance.
In the passive guide mechanism according to the present invention, it is preferable that the passive guide mechanism includes a coupling member that couples the one guide rail and the other guide rail, one end of the coupling member is connected to the one guide rail so as to be rotatable about a third axis perpendicular to a plane including the respective guide rails, the other end of the coupling member is connected to the other guide rail so as to be rotatable about a fourth axis perpendicular to the plane including the respective guide rails, and the passive guide mechanism is configured such that the first axis, the second axis, the third axis, and the fourth axis constitute a four-bar mechanism including a revolute pair, and a line that couples the third axis and the fourth axis has the same length as a line that couples the first axis and the second axis and moves in parallel. In this case, the object to be guided can be gradually brought closer to the intermediate position of each guide rail at the initial position while colliding with each guide rail, and the range in which the object is guided can be narrowed.
In the passive guide mechanism according to the present invention, it is preferable that the coupling member is disposed at a predetermined distance in a vertical direction from a plane including the guide rails. In this case, the object to be guided passing between the guide rails can be prevented from touching the coupling member.
The passive guide mechanism according to the present invention preferably includes a coupling support member that movably supports the coupling member with respect to each of the guide rails. In this case, the guide rails and the coupling member can be stably rotated and moved.
The aircraft landing system of the present invention is characterized by comprising: the passive guide mechanism of the present invention; an aircraft having, in an upper portion, a suspended portion provided to be insertable between the guide rails from the one leading end side of the guide rails; and a landing unit that is disposed on the other tip end side of each of the guide rails and that is provided so as to be able to land the aircraft guided from the one tip end side to the other tip end side of each of the guide rails by passing the suspension portion between the guide rails.
The aircraft landing system of the invention enables the aircraft to land in the following manner. That is, the aircraft is caused to fly from one tip end side of each guide rail toward a lower side of each guide rail, and the suspension portion provided in an upper portion of the aircraft is inserted between the guide rails from one tip end side of each guide rail. In this case, the aircraft can be smoothly guided to the other tip side of each guide rail by the passive guide mechanism, and the aircraft can be landed by the landing means.
With the aircraft landing system of the invention, by arranging the guide rails in such a way that sufficient space is left free under the aircraft, the effect of ground effects can be reduced to a substantially negligible extent. In addition, since there is little influence of the ground effect, the aircraft can be stably landed even in a narrow space. The aircraft landing system of the present invention may be provided in any place as long as it is a place where a space can be left at least in the extension direction of the lower side and one end side. Each guide rail may be installed under a ceiling or an eave of a factory, a house, a high-rise building, or the like, or may be lifted by a crane or the like.
In the aircraft landing system according to the present invention, it is preferable that the landing unit includes a pair of landing rails, and the aircraft is guided between the landing rails by the suspension portion of the aircraft guided to the other tip end side of each guide rail, and the aircraft can be suspended at a predetermined position of each landing rail in a state where the suspension portion is interposed between the landing rails.
In the case of the landing rails, by inserting the suspending portions between the respective landing rails, the aircraft can be easily moved to the landing position along the respective landing rails by using only the biasing force of the aircraft at the time of insertion or by applying a force from one end side of the respective landing rails to the other end side of the respective landing rails. Therefore, after the suspension portion is inserted between the landing rails, it is not necessary to perform precise flight control, and the propulsion device such as a propeller of the aircraft can be stopped in some cases.
In this case, the landing position of each landing rail may be a predetermined point or a range of a predetermined length along the longitudinal direction of each landing rail. In addition, the aircraft does not have to stop at the landing position. In this case, the present invention can be applied to, for example, transportation of goods or the like mounted on the lower part of an aircraft. When the aircraft is suspended in the landing position, the following operations can be easily performed because there is a space below the aircraft: and (4) installing cargos on the lower part of the aircraft or unloading the cargos installed on the lower part of the aircraft. In this case, for example, by providing a belt conveyor below the aircraft suspended at the landing position, the loads unloaded from the aircraft flying in sequence can be conveyed by the belt conveyor, or the loads conveyed by the belt conveyor can be transported by being sequentially mounted on the lower portion of the aircraft.
(III) advantageous effects
According to the present invention, it is possible to provide a passive type guidance mechanism capable of smoothly guiding to a desired position, and an aircraft landing system capable of smoothly guiding to a desired position and landing.
Drawings
Fig. 1 is a perspective view showing a passive guide mechanism according to an embodiment of the present invention.
Fig. 2 is a front view showing a passive guide mechanism according to an embodiment of the present invention.
Fig. 3 is a right side view showing a passive guide mechanism according to an embodiment of the present invention.
Fig. 4 is a plan view showing a passive guide mechanism according to an embodiment of the present invention.
Fig. 5 is a plan view showing a state in which each guide rail of the passive guide mechanism according to the embodiment of the present invention is rotated.
Fig. 6 is a perspective view showing a passive-type guiding mechanism and an aircraft landing system according to an embodiment of the present invention.
Fig. 7 is (a) a perspective view and (b) a plan view showing a state in which an aircraft flies toward each guide rail in the aircraft landing system according to the embodiment of the present invention.
Fig. 8 is (a) a perspective view and (b) a plan view showing a state in which an aircraft is inserted between guide rails in the aircraft landing system according to the embodiment of the present invention.
Fig. 9 is (a) a perspective view and (b) a plan view showing a state in which the aircraft is guided to the other tip end side of each guide rail in the aircraft landing system according to the embodiment of the present invention.
Fig. 10 is a plan view showing a test method of an aircraft entry test of the aircraft landing system according to the embodiment of the present invention.
Fig. 11 is a graph showing the relationship between the entry speed and the entry angle θ, and the success or failure of entry, in the aircraft entry test shown in fig. 10, (a) the aircraft landing system according to the embodiment of the present invention, (b) the comparative example in which each guide rail does not rotate.
Fig. 12 is a graph showing a relationship between (a) the aircraft landing system according to the embodiment of the present invention, (b) the collision position y and the entry angle θ of the comparative example in which each guide rail does not rotate, and the Failure Rate (Failure Rate) of entry in the aircraft entry test shown in fig. 10.
Fig. 13 is a plan view showing a method of measuring an entry time in the aircraft entry test shown in fig. 10.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings.
Fig. 1 to 6 show a passive guide mechanism according to an embodiment of the present invention.
As shown in fig. 1 to 6, the passive guide mechanism 10 includes: a pair of rail members 11, a rail support member 12, a coupling member 13, and a coupling support member 14.
The pair of rail members 11 has a pair of guide rails 21a, 21b, and the pair of guide rails 21a, 21b are arranged side by side with a space therebetween and are provided with a space that expands toward the respective one tips. Each of the guide rails 21a and 21b has one distal end portion forming a smooth curve that flares outward toward the one distal end, and the other distal end portion is formed in a straight line in parallel with each other. The guide rails 21a and 21b may have any shape as long as the distance between the guide rails is increased toward the respective one front ends, and for example, the one front ends may be linear, or the entire guide rails 21a and 21b may be linear. The guide rails 21a and 21b may be arranged at intervals in the vertical direction or in the horizontal direction.
Each rail member 11 has a face member 22, and the face member 22 extends in the vertical direction so as to have a predetermined width in the vertical direction with respect to a plane including the guide rails 21a and 21b. Further, one rail member 11 is provided at one end of the guide rail 21a so as to be rotatable about a first shaft 23, and the first shaft 23 extends in a direction perpendicular to a plane including the guide rails 21a and 21b. The other rail member 11 is provided at one end of the guide rail 21b so as to be rotatable about a second shaft 24, and the second shaft 24 extends in a vertical direction with respect to a plane including the guide rails 21a and 21b. The first guide rail 21a and the second guide rail 21b are provided so as to be rotatable in the forward direction and the reverse direction from an initial position which is arranged in plane symmetry with respect to a plane perpendicular to a plane including the respective guide rails 21a and 21b.
Each rail member 11 has: a first reinforcement portion 25a extending perpendicularly outward from the other front end of each of the guide rails 21a, 21 b; a second reinforcement portion 25b extending from one distal end to the first reinforcement portion 25a in parallel with the other linear distal end; and a third reinforcing portion 25c extending from the vicinity of the center of the second reinforcing portion 25b toward the guide rails 21a and 21b in parallel to the first reinforcing portion 25 a. Each rail member 11 further includes a reinforcing member for reinforcing the face member 22 and the like.
As shown in fig. 6, the rail support member 12 is provided to extend toward the outside from one front end of each guide rail 21a, 21b to rotatably support one front end of each guide rail 21a, 21b. Even when the guide rails 21a and 21b rotate, the rail support member 12 supports the guide rails 21a and 21b so that the position of one tip of the guide rails 21a and 21b does not move.
As shown in fig. 1 to 6, the connecting member 13 is linear and connects a connecting position between the first reinforcing portion 25a and the second reinforcing portion 25b of the one rail member 11 and a connecting position between the first reinforcing portion 25a and the second reinforcing portion 25b of the other rail member 11. One end of the coupling member 13 is connected to one of the guide rails 21a via a first reinforcing portion 25a and a second reinforcing portion 25b so as to be rotatable about a third axis 26, which is perpendicular to a plane including the guide rails 21a and 21b, respectively. The other end of the coupling member 13 is connected to the other guide rail 21b via the first reinforcement part 25a and the second reinforcement part 25b so as to be rotatable about a fourth axis 27, the fourth axis 27 being perpendicular to a plane including the guide rails 21a and 21b. The coupling member 13 is disposed at a predetermined distance from the guide rails 21a and 21b on the opposite side of the face member 22 in the direction perpendicular to the plane including the guide rails 21a and 21b.
The coupling support member 14 is provided on the opposite side of the guide rails 21a and 21b of the coupling member 13, and movably supports the coupling member 13 with respect to the guide rails 21a and 21b. The coupling support member 14 includes a slide member 28 attached to the center of the coupling member 13, and an arc-shaped support portion 29 provided to be slidable on the slide member 28. The arc-shaped support portion 29 is provided along the trajectory of the slide member 28 when the connecting member 13 moves along with the rotation of the guide rails 21a and 21b. Thus, the coupling support member 14 is configured to enable the sliding member 28 to slide smoothly. The coupling support member 14 is fixed to the rail support member 12 and supports the coupling member 13.
As shown in fig. 4 and 5, the first shaft 23, the second shaft 24, the third shaft 26, and the fourth shaft 27 of the passive guide mechanism 10 constitute a four-bar mechanism including a revolute pair. The passive guide mechanism 10 is configured such that a line connecting the third shaft 26 and the fourth shaft 27 and a line connecting the first shaft 23 and the second shaft 24 have the same length and move in parallel. The passive guide mechanism 10 is configured such that the rotation angle from the initial position of the one guide rail 21a centered on the first shaft 23 is equal to the rotation angle from the initial position of the other guide rail 21b centered on the second shaft 24.
The passive guide mechanism 10 defines the rotation range of the guide rails 21a and 21b by the range before the guide rails 21a and 21b contact each other when rotating or the sliding range of the sliding member 28 on the arc-shaped support portion 29. Accordingly, the guide rails 21a and 21b can rotate in the forward direction and the reverse direction around the first shaft 23 and the second shaft 24, respectively, within the limited range of the rotation angle from the initial position.
Next, the operation will be described.
In the passive guide mechanism 10, when the guided object enters between the guide rails 21a, 21b from one front end side of the guide rails 21a, 21b, if the guided object collides with the inside of one guide rail 21a, the one guide rail 21a rotates outward around the first shaft 23, so that the angle formed by the traveling direction of the guided object and the one guide rail 21a can be reduced. Further, when the object collides with the inside of the other guide rail 21b, the other guide rail 21b rotates outward around the second shaft 24, and thus the angle formed between the traveling direction of the object and the other guide rail 21b can be reduced. Thus, even if the object collides with the guide rails 21a and 21b, the object can easily enter from one distal end side to the other distal end side of the guide rails 21a and 21b without being bounced back to the opposite side of the entering direction.
In the passive guide mechanism 10, when the guided object collides with the first guide rail 21a, the first guide rail 21a rotates outward, and the second guide rail 21b rotates inward, so that the guided object colliding with the first guide rail 21a immediately collides with the second guide rail 21b, and the guide rails 21a and 21b can rotate in opposite directions. Further, when the object collides with the other guide rail 21b, similarly, the other guide rail 21b rotates outward and the one guide rail 21a rotates inward, so that the object colliding with the other guide rail 21b immediately collides with the one guide rail 21a, and the guide rails 21a and 21b can rotate in opposite directions. This allows the guided object to gradually approach the intermediate position of the guide rails 21a and 21b at the initial position while colliding with the guide rails 21a and 21b, thereby narrowing the range in which the guided object is guided. In this way, the passive guide mechanism 10 can smoothly guide the object to be guided to a desired position on the other distal end side of each of the guide rails 21a and 21b.
In the passive guide mechanism 10, since the guide rails 21a and 21b are provided so that the distance between them is extended toward one tip end, the guided object can easily enter between the guide rails 21a and 21b from one tip end side of the guide rails 21a and 21b. Further, since the coupling member 13 is disposed at a predetermined distance from the guide rails 21a and 21b, the object to be guided passing between the guide rails 21a and 21b can be prevented from touching the coupling member 13. Further, the guide rails 21a and 21b and the coupling member 13 can be stably rotated and moved by the rail support member 12 and the coupling support member 14.
The passive guide mechanism 10 may be configured to guide a moving object to a desired position, or may be configured to move itself and guide a stationary object to a desired position. The passive guide mechanism 10 can be used as, for example: a guiding mechanism for landing the aircraft to a desired location; a robot arm, a gripper, and the like for taking in and holding an object.
The passive guide mechanism 10 may be configured to urge the guide rails 21a and 21b toward the initial position. In this case, the guide rails 21a and 21b that have been rotated can be returned to the initial positions at all times. Therefore, the guided object can be brought closer to the intermediate position between the guide rails 21a and 21b at the initial position, and the range in which the guided object is guided can be narrowed.
In addition, the passive guide mechanism 10 may include dampers for absorbing the rotational force of the one guide rail 21a and the rotational force of the other guide rail 21b when the one guide rail 21a rotates from the initial position to the opposite side of the other guide rail 21b and when the other guide rail 21b rotates from the initial position to the opposite side of the one guide rail 21a, respectively. In this case, the damper can absorb the impact of the guided object colliding with the guide rails 21a and 21b, and damage to the guide rails 21a and 21b and the guided object can be prevented. Further, it is possible to absorb energy in the collision direction of the guided object to suppress the bounce, and to facilitate the guided object to enter from one distal end side to the other distal end side of each of the guide rails 21a and 21b.
Figures 6 to 13 show an aircraft landing system according to an embodiment of the invention.
As shown in fig. 6 to 9, the aircraft landing system 30 has: aircraft 31, passive guidance mechanism 10, landing unit 32.
The aircraft 31 has a suspension portion 41 provided to extend upward in an upper portion. The suspension portion 41 has: an arm 41a provided to extend upward from the vehicle 31, and an engagement portion 41b provided at the tip of the arm 41 a. The engaging portion 41b is elongated along the traveling direction of the aircraft 31 and has a shape in which the front end in the traveling direction is narrowed. In a specific example, the aircraft 31 is configured by an unmanned aerial vehicle, but is not particularly limited as long as it is a device that can fly, such as an airplane. In addition, the aircraft 31 may fly by remote operation or may fly by automatic control.
The passive guide mechanism 10 is provided so that the suspension portion 41 of the aircraft 31 can be inserted between the guide rails 21a, 21b from one distal end side of the guide rails 21a, 21b. The passive guide mechanism 10 is provided to guide the aircraft 31 with the suspending portion 41 inserted between the guide rails 21a and 21b from one distal end side to the other distal end side of the guide rails 21a and 21b.
As shown in fig. 6, the landing unit 32 has a pair of landing rails 42. The landing rails 42 are arranged at intervals from the guide rails 21a, 21b on the other distal end sides of the guide rails 21a, 21b, and are arranged in parallel at intervals from each other so as to extend along the extending direction of the guide rails 21a, 21b. The landing rails 42 are provided such that the tip end portions of one end sides (the sides of the guide rails 21a and 21 b) are spaced apart from each other toward the guide rails 21a and 21b. The landing means 32 is provided so as to be able to guide the suspension portion 41 of the aircraft 31 guided to the other tip end side of each guide rail 21a, 21b between the respective landing rails 42. The landing unit 32 is configured to be able to suspend the aircraft 31 in a predetermined position of each of the landing rails 42 and land the aircraft in a state where the suspension portion 41 is inserted between the landing rails 42.
In a specific example, the guide rails 21a and 21b and the landing rail 42 are arranged at intervals in the left-right direction, but are not limited to the left-right direction, and may be arranged at intervals in the up-down direction or the like. In addition, the guide rails 21a and 21b and the landing rails 42 may be provided on any site as long as the site can be provided with a space at least in the extending direction of the lower side and one end side of the guide rails 21a and 21b. The guide rails 21a and 21b and the landing rails 42 may be installed under the ceiling or eaves of a factory, a house, a high-rise building, or the like, or may be suspended by a crane or the like.
Next, the operation will be described.
The aircraft landing system 30 is capable of landing an aircraft 31 in the following manner. That is, as shown in fig. 7, the aircraft 31 is caused to fly from one distal end side of the guide rails 21a, 21b toward the lower side of the guide rails 21a, 21b, and as shown in fig. 8, the suspension portion 41 provided at the upper portion of the aircraft 31 is inserted between the guide rails 21a, 21b from one distal end side of the guide rails 21a, 21b. At this time, since the engaging portion 41b of the aircraft 31 has a shape whose tip is narrowed toward the traveling direction, the aircraft 31 is easily inserted between the guide rails 21a and 21b. As shown in fig. 9, the suspension portion 41 of the aircraft 31 can be gradually brought closer to the intermediate position of the guide rails 21a and 21b while colliding with the guide rails 21a and 21b by the passive guide mechanism 10, and the aircraft 31 can be smoothly guided to the other front end side of the guide rails 21a and 21b.
The aircraft landing system 30 can guide the suspension 41 of the aircraft 31 guided from between the guide rails 21a, 21b to the other front end side of the guide rails 21a, 21b to between the landing rails 42, and can land the aircraft 31 by the landing means 32. The aircraft landing system 30 can easily move the aircraft 31 to the landing position along the respective landing rails 42, using only the urging force of the aircraft 31 when the suspending portion 41 of the aircraft 31 is inserted between the respective landing rails 42, or by only applying a force from one end side of the respective landing rails 42 toward the other end side to the aircraft 31. Therefore, after the suspension portion 41 is inserted between the landing rails 42, it is not necessary to perform precise flight control, and the propulsion device such as the propeller of the aircraft 31 can be stopped in some cases.
By configuring the guide rails 21a, 21b and the landing rails 42 in such a way that sufficient space is freed up below the aircraft 31, it is possible for the aircraft landing system 30 to reduce the influence of ground effects to a substantially negligible extent. In addition, since there is little influence of the ground effect, the aircraft 31 can be stably landed even in a relatively narrow space.
The aircraft landing system 30 can be adapted, for example, for use when cargo or the like is installed in the lower portion of the aircraft 31 for transportation. When the aircraft 31 is suspended at the landing position, since there is a space below the aircraft 31, the following work can be easily performed: cargo is installed in the lower part of the aircraft 31, or cargo installed in the lower part of the aircraft 31 is unloaded. In this case, for example, by providing a belt conveyor below the aircraft 31 suspended at the landing position, the loads unloaded from the aircraft 31 flying in sequence can be conveyed by the belt conveyor, or the loads conveyed by the belt conveyor can be sequentially loaded on the lower portion of the aircraft 31 and transported.
The landing position of each landing rail 42 may be a predetermined point or a range of a predetermined length along the longitudinal direction of each landing rail 42. In addition, the aircraft 31 does not necessarily have to stop in the landing position. Each landing rail 42 may be configured to enable the aircraft 31 to take off from the other end opposite to each guide rail 21a, 21b. In this case, the aircraft 31 can be smoothly taken off by moving the aircraft 31 from the state of being suspended at the landing position toward the other end side of each landing rail 42.
(aircraft entry test)
Using the aircraft landing system 30 shown in fig. 6 to 9, an entry test was performed in which the aircraft 31 was guided between the landing rails 42. In the test, the test was performed 100 times by which the aircraft 31 was made to enter from one end side of each of the guide rails 21a, 21b at random angles and speeds as shown in fig. 10, and the trajectory thereof was recorded by a motion capture device (trade name "OptiTrack"). For comparison, the entry test was similarly performed in a state where the guide rails 21a and 21b were fixed at the initial positions so that the first shaft 23, the second shaft 24, the third shaft 26, and the fourth shaft 27 did not rotate.
In the test, a device in which a suspension portion 41 having an arm 41a and a hook portion 41b having a length of 180mm was mounted on the upper portion of an unmanned aerial vehicle ("Mavic Air" manufactured by DJI corporation) was used as the aircraft 31. The drone has a length of 168mm, a width of 184mm, a height of 64mm, a mass of 430g, and a weight of 501.8g for the aircraft 31. As the passive guide mechanism 10, the following structure is used: in this configuration, the guide rails 21a and 21b, the first reinforcing portion 25a, the second reinforcing portion 25b, the third reinforcing portion 25c, the coupling member 13, and the coupling support member 14 were manufactured by a 3D printer using acrylic resin, and the face member 22 was made of a PET plate having a thickness of 1 mm. In the passive guide mechanism 10, the opening width of one end side of each of the guide rails 21a, 21b is 270mm, the opening width of the other end side is 30mm, the range of the tapered surface portion of each of the guide rails 21a, 21b from one end is 120mm, the range (depth) of each of the guide rails 21a, 21b from one end to the other end is 280mm, the width of the face member 22 is 112mm, the opening angle of one end of each of the guide rails 21a, 21b is 45 °, and the weight of each of the rail members 11 is 120g.
The relationship between the entry speed of the aircraft 31 and the entry angle θ shown in fig. 10 and whether or not the entry was successful is found and is shown in fig. 11. As shown in fig. 11 (b), it was confirmed that in the comparative example in which the guide rails 21a, 21b do not rotate, the entry success rate significantly decreases in the range of 35 ° < θ < 40 °; in contrast, as shown in fig. 11 (a), when the passive guide mechanism 10 is used, the entry success rate is very high. In addition, it was confirmed that the entry success rate was very high in both the case of using the passive guide mechanism 10 and the comparative example until the entry angle θ reached 35 °, and the difference was hardly seen.
Next, fig. 12 shows: fig. 10 shows a relationship between the collision position y (the distance from the center line of the opening at the initial position to the collision position on each of the guide rails 21a and 21 b), the entrance angle θ, and the entrance Failure Rate (Failure Rate). As shown in fig. 12 (b), in the comparative example, in the range of the collision position y from 15mm to 60mm, 100% of the failures were confirmed when the entry angle θ was 40 ° or more, and 50% or more of the failures were confirmed when the entry angle θ was 35 ° or more and less than 40 °. In addition, it was confirmed that the failure rate was 100% when the entry angle θ was 35 ° or more and less than 40 ° in the range of the collision position y from 60mm to 90 mm. In contrast, as shown in fig. 12 (a), it was confirmed that, when the passive guide mechanism 10 is used, the failure rate is 100% when the entrance angle θ is 40 ° or more in the range of the collision position y from 30mm to 60mm, but the failure rate is 0% when the entrance angle θ is 35 ° or more and less than 40 ° in the range of the collision position y from 15mm to 90mm, and the range of the possible entrance angle of the aircraft 31 is wide. In the case of using the passive guide mechanism 10 shown in fig. 12 (a), when the entrance angle θ is smaller than 30 ° in the range of the collision position y from 15mm to 45mm, it is confirmed as a failure example, and these failure examples are cases where the aircraft 31 colliding with the guide rails 21a and 21b flies upward.
Next, the entry time is measured. As shown in fig. 13, the entry time refers to: a time from a position near the front 100mm of the opening on one end side of each of the guide rails 21a, 21b to a position passing 410mm from the opening on one end side of each of the guide rails 21a, 21b to the other end side (a position separated from the opening on the other end side of each of the guide rails 21a, 21 b). The results of the measurements were: it was confirmed that the entry time of the successful entrant in the comparative example was 0.65 seconds on average; in contrast, when the passive guide mechanism 10 is used, the entry time of a successful entrant is 0.66 seconds on average, and the entry time is not substantially changed. Further, the average landing time (the number of tests was 50) when the drone was caused to land vertically on the ground from a height of 1.5m was 4.94 seconds.
Description of the reference numerals
10-a passive type guide mechanism; 11-a rail member; 21a, 21 b-guide rails; 22-face component; 23-a first shaft; 24-a second axis; 25 a-a first reinforcement; 25 b-a second reinforcement; 25 c-a third reinforcement; 12-a rail support member; 13-a connecting member; 26-a third axis; 27-fourth axis; 14-a linking support member; 28-a sliding member; 29-a circular arc support portion; 30-an aircraft landing system; 31-an aircraft; 41-a suspension portion; 41 a-arm; 41 b-a fastening portion; 32-a landing unit; 42-landing rail.
Claims (10)
1. A passive guide mechanism is characterized in that,
has a pair of guide rails arranged side by side with a space therebetween and arranged so that the space therebetween is expanded toward one of the respective leading ends,
one guide rail is supported at or near one front end thereof so as to be rotatable about a first axis extending in a vertical direction with respect to a plane containing the respective guide rails,
the other guide rail is supported at or near one front end thereof so as to be rotatable about a second axis extending in a vertical direction with respect to a plane containing the respective guide rails.
2. The passive-type guide mechanism of claim 1,
the first guide rail and the second guide rail are provided so as to be rotatable in a forward direction and a reverse direction within a predetermined rotation angle range around the first axis and the second axis, respectively, from an initial position disposed in plane symmetry with respect to a predetermined plane.
3. The passive-type guide mechanism of claim 2,
the guide rails are configured to be urged toward the initial position.
4. The passive-type guide mechanism according to claim 2 or 3,
the damper is provided for absorbing a rotational force of the one guide rail and a rotational force of the other guide rail when the one guide rail rotates from the initial position to the opposite side of the other guide rail and when the other guide rail rotates from the initial position to the opposite side of the one guide rail.
5. The passive-type guide mechanism of any one of claims 2 to 4,
the guide rails are connected such that a rotation angle of the one guide rail from the initial position around the first axis is equal to a rotation angle of the other guide rail from the initial position around the second axis.
6. The passive guide mechanism according to any one of claims 1 to 5, having a coupling member that couples the one guide rail and the other guide rail,
one end portion of the coupling member is connected to the one guide rail so as to be rotatable about a third axis perpendicular to a plane including the respective guide rails, and the other end portion of the coupling member is connected to the other guide rail so as to be rotatable about a fourth axis perpendicular to the plane including the respective guide rails,
the passive guide mechanism is configured such that the first shaft, the second shaft, the third shaft, and the fourth shaft constitute a four-bar mechanism including a revolute pair, and a line connecting the third shaft and the fourth shaft and a line connecting the first shaft and the second shaft are the same in length and move in parallel.
7. The passive-type guide mechanism of claim 6,
the coupling member is disposed at a predetermined distance in a vertical direction from a plane including the guide rails.
8. The passive-type guide mechanism according to claim 6 or 7,
the device is provided with a connecting and supporting member which movably supports the connecting member relative to each guide rail.
9. An aircraft landing system, comprising:
the passive-type guide mechanism of any one of claims 1 to 8;
an aircraft having, in an upper portion, a suspended portion provided to be insertable between the guide rails from the one front end side of the guide rails; and
and landing means disposed on the other tip end side of each of the guide rails, and configured to enable the aircraft guided from the one tip end side to the other tip end side of each of the guide rails to land by passing the suspension portion between the guide rails.
10. The aircraft landing system of claim 9,
the landing unit has a pair of landing rails, and is configured to guide the suspension portion of the aircraft guided to the other tip end side of each guide rail between the respective landing rails and suspend the aircraft at a predetermined position of each landing rail with the suspension portion interposed between the respective landing rails.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-037383 | 2020-03-05 | ||
| JP2020037383A JP7466890B2 (en) | 2020-03-05 | 2020-03-05 | Passive guidance mechanism and aircraft landing system |
| PCT/JP2021/003523 WO2021176914A1 (en) | 2020-03-05 | 2021-02-01 | Passive guidance mechanism and flying object landing system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115210142A true CN115210142A (en) | 2022-10-18 |
Family
ID=77614017
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202180018810.8A Pending CN115210142A (en) | 2020-03-05 | 2021-02-01 | Passive guiding mechanism and aircraft landing system |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US20230045539A1 (en) |
| EP (1) | EP4116193A4 (en) |
| JP (1) | JP7466890B2 (en) |
| CN (1) | CN115210142A (en) |
| WO (1) | WO2021176914A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6789558B1 (en) | 2019-08-09 | 2020-11-25 | 国立大学法人東北大学 | Aircraft takeoff and landing system, air vehicle takeoff and landing equipment and air vehicle |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4454564B2 (en) * | 2005-11-04 | 2010-04-21 | 株式会社シマノ | Fishing vessel |
| US9010683B2 (en) * | 2011-09-30 | 2015-04-21 | Aurora Flight Sciences Corporation | Rail recovery system for aircraft |
| JP2014040186A (en) | 2012-08-22 | 2014-03-06 | Shoichi Sakamoto | Rotary takeoff-landing device |
| JP6116262B2 (en) | 2013-01-28 | 2017-04-19 | 新明和工業株式会社 | Garbage vertical conveyor |
| CN204568057U (en) * | 2015-03-18 | 2015-08-19 | 兆利丰股份有限公司 | Propeller aero landing position fixing system |
| CN206494119U (en) | 2016-12-09 | 2017-09-15 | 佛山科学技术学院 | A kind of full-automatic connecting platform of unmanned plane |
| JP7083099B2 (en) | 2017-05-11 | 2022-06-10 | 大平電子株式会社 | Drone landing gear |
| JP6957251B2 (en) * | 2017-07-18 | 2021-11-02 | 東芝テック株式会社 | Wireless tag reader |
| GB201812484D0 (en) * | 2017-09-13 | 2018-09-12 | Flirtey Holdings Inc | Windshield |
| JP2019089461A (en) | 2017-11-15 | 2019-06-13 | 株式会社ディーエイチシー | Drone port system |
| US11667401B2 (en) * | 2018-02-07 | 2023-06-06 | Osaka University | Multicopter system and method for transferring goods |
| CN208161056U (en) | 2018-04-14 | 2018-11-30 | 新疆石河子职业技术学院（石河子市技工学校） | A kind of physical education hurdles rack with safeguard protection |
| CN211223917U (en) * | 2018-07-30 | 2020-08-11 | 魏荣亮 | Landing device for vertical lifting aircraft and ship |
-
2020
- 2020-03-05 JP JP2020037383A patent/JP7466890B2/en active Active
-
2021
- 2021-02-01 US US17/909,298 patent/US20230045539A1/en active Pending
- 2021-02-01 WO PCT/JP2021/003523 patent/WO2021176914A1/en unknown
- 2021-02-01 EP EP21764136.4A patent/EP4116193A4/en active Pending
- 2021-02-01 CN CN202180018810.8A patent/CN115210142A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| EP4116193A1 (en) | 2023-01-11 |
| US20230045539A1 (en) | 2023-02-09 |
| JP2021138274A (en) | 2021-09-16 |
| EP4116193A4 (en) | 2023-08-02 |
| JP7466890B2 (en) | 2024-04-15 |
| WO2021176914A1 (en) | 2021-09-10 |
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